Any "Latest & Greatest" about Delta?
Gets Weekends Off
Joined APC: Mar 2008
Posts: 2,919
Hey hypothetical question.
Is it possible to create a contract that ties in secondary raises to debt reduction thresholds?
(i.e. once company debt is reduced to $8 billion pilots get a 4% raise)
Additionally, can predetermined penalties be put in place that kick in automatically when the company fails to comply with the PWA? (scope comes to mind)
I figure logistically management would never sign off on it because of the liability that goes along with it.
Is it possible to create a contract that ties in secondary raises to debt reduction thresholds?
(i.e. once company debt is reduced to $8 billion pilots get a 4% raise)
Additionally, can predetermined penalties be put in place that kick in automatically when the company fails to comply with the PWA? (scope comes to mind)
I figure logistically management would never sign off on it because of the liability that goes along with it.
Not a spokesperson, just a supporter.
The sad part is how you don't see it that way finis. We accepted pay rates far below the top of our industry while our company is enormously profitable. We did that to ostensibly allow our management to pay down debt at an accelerated rate. When we do that, it's our money we left on the table. When that money then gets used to purchase stakes in other companies that will invariably be used to outsource more of our jobs, it should be a concern to all of us.
If you're the spokesperson for the Dr. Janus screened senior Delta pilot, we've all got a lot to worry about.
Carl
The sad part is how you don't see it that way finis. We accepted pay rates far below the top of our industry while our company is enormously profitable. We did that to ostensibly allow our management to pay down debt at an accelerated rate. When we do that, it's our money we left on the table. When that money then gets used to purchase stakes in other companies that will invariably be used to outsource more of our jobs, it should be a concern to all of us.
If you're the spokesperson for the Dr. Janus screened senior Delta pilot, we've all got a lot to worry about.
Carl
Not a spokesperson, just a supporter.
Carl
Carl
Let me guess, you still have, "vote for Ron Paul" signs outside your place in Florida too?
GJ
Gets Weekends Off
Joined APC: Aug 2011
Posts: 167
Thanks Alfo. Would any of those divestiture "slots" be for 320s? Anyway, thanks for the input. Good to see you back and posting relevant info.
Delta will take delivery of 2 737's a month starting in November. Run that out through the end of June 2014 and that is 16 aircraft. They said from July 2013 to July 2014 they will lose 10 757's. That means 6 737's seem to be growth aircraft. I don't have the memo in front of me, but if you look at the rest of the 757 departures that they announced, it still runs out less than the 737 delivery rate. I have learned not to count too much on what they announced for 2015 and 2016, but certainly in the short term the 737's are not just replacement but replacement and growth. Not "massive" growth but still some growth.
ALFA,
I voted yes on the last contract but it is not all peaches and cream here at DAL. Yes we had a 41% advantage in pay rates, and yet CAL 2005 hires are making more than late 90 hires at DAL because 2005 hires at CAL can hold 757 CAPT. Ditto for Hawaiian with many post 2000 hires holding CAPT. Post 2000 SWA Pilots are making more than DAL Pilots hired 10 years earlier.
Pay rates are only half of the equation - progression is the other half. We may be doing good (relative to BK rates) in pay, but we are a big fat "Fail" when it comes to progression. Hopefully it will get better soon but for many guys it may already be too late.
I believe DAL is in a very good position in the long term but the bottom half of the list have been stagnating for well over 10 years.
Scoop
I voted yes on the last contract but it is not all peaches and cream here at DAL. Yes we had a 41% advantage in pay rates, and yet CAL 2005 hires are making more than late 90 hires at DAL because 2005 hires at CAL can hold 757 CAPT. Ditto for Hawaiian with many post 2000 hires holding CAPT. Post 2000 SWA Pilots are making more than DAL Pilots hired 10 years earlier.
Pay rates are only half of the equation - progression is the other half. We may be doing good (relative to BK rates) in pay, but we are a big fat "Fail" when it comes to progression. Hopefully it will get better soon but for many guys it may already be too late.
I believe DAL is in a very good position in the long term but the bottom half of the list have been stagnating for well over 10 years.
Scoop
Gets Weekends Off
Joined APC: Jul 2007
Posts: 103
Hey hypothetical question.
Is it possible to create a contract that ties in secondary raises to debt reduction thresholds?
(i.e. once company debt is reduced to $8 billion pilots get a 4% raise)
Additionally, can predetermined penalties be put in place that kick in automatically when the company fails to comply with the PWA? (scope comes to mind)
I figure logistically management would never sign off on it because of the liability that goes along with it.
Is it possible to create a contract that ties in secondary raises to debt reduction thresholds?
(i.e. once company debt is reduced to $8 billion pilots get a 4% raise)
Additionally, can predetermined penalties be put in place that kick in automatically when the company fails to comply with the PWA? (scope comes to mind)
I figure logistically management would never sign off on it because of the liability that goes along with it.
Great idea!
How about adding an inflation index to the end of the agreement as well. ie: inflation is raging at some %--we get "cost of living" increases.
My opinion here -- This all sounds great, but everyone has to realize that anything we write down in a pwa costs something, some negotiating "capital" is spent for every damn line in that book.
Gets Weekends Off
Joined APC: Apr 2010
Position: B737NG-B
Posts: 203
Delta will take delivery of 2 737's a month starting in November. Run that out through the end of June 2014 and that is 16 aircraft. They said from July 2013 to July 2014 they will lose 10 757's. That means 6 737's seem to be growth aircraft. I don't have the memo in front of me, but if you look at the rest of the 757 departures that they announced, it still runs out less than the 737 delivery rate. I have learned not to count too much on what they announced for 2015 and 2016, but certainly in the short term the 737's are not just replacement but replacement and growth. Not "massive" growth but still some growth.
Gets Weekends Off
Joined APC: Dec 2008
Posts: 272
That is correct and is supported by the August Crew resources news letter. I understand the economics of the manning. My only real issue is that is not what was represented to us by the union and company during contract negotiations.
I would argue that a statement more like this should have been issued.
"This is a very exciting time at Delta and with the addition of the 737-900's and potential addition of 88 717's. Please keep in mind while voting for this contract that with the system wide surplus of pilots, the draw down of the 757/DC9 fleets and only 530 retirements over the next half decade these additional aircraft are not indicative of future hiring. Please read the TA and ask questions"
We would not be having most of these discussions had they issued a more realistic and truthful statement. I'm sure someone will say they did not promise to hire. I agree with that, but you have to agree they led us to believe they would have to hire to man the 717. Ultimately that is the issue that bothers most pilots. We know the first 145 crews or so are coming from surplus pilots, plus whatever crews are coming from the 9. The question is how many total crews on 717 and how many can we fund from additional displacements.
I would argue that a statement more like this should have been issued.
"This is a very exciting time at Delta and with the addition of the 737-900's and potential addition of 88 717's. Please keep in mind while voting for this contract that with the system wide surplus of pilots, the draw down of the 757/DC9 fleets and only 530 retirements over the next half decade these additional aircraft are not indicative of future hiring. Please read the TA and ask questions"
We would not be having most of these discussions had they issued a more realistic and truthful statement. I'm sure someone will say they did not promise to hire. I agree with that, but you have to agree they led us to believe they would have to hire to man the 717. Ultimately that is the issue that bothers most pilots. We know the first 145 crews or so are coming from surplus pilots, plus whatever crews are coming from the 9. The question is how many total crews on 717 and how many can we fund from additional displacements.
Gets Weekends Off
Joined APC: Dec 2008
Posts: 272
Originally Posted by Scoop
ALFA,
I voted yes on the last contract but it is not all peaches and cream here at DAL. Yes we had a 41% advantage in pay rates, and yet CAL 2005 hires are making more than late 90 hires at DAL because 2005 hires at CAL can hold 757 CAPT. Ditto for Hawaiian with many post 2000 hires holding CAPT. Post 2000 SWA Pilots are making more than DAL Pilots hired 10 years earlier.
Pay rates are only half of the equation - progression is the other half. We may be doing good (relative to BK rates) in pay, but we are a big fat "Fail" when it comes to progression. Hopefully it will get better soon but for many guys it may already be too late.
I believe DAL is in a very good position in the long term but the bottom half of the list have been stagnating for well over 10 years.
Scoop
Of course scoop does not believe DALPA caused the stagnation. That is a product of many events. But the rosy picture that DALPA painted concerning this contract does not appear to be coming to fruition as of today at least, in regards to manning the 717, the amount of retirements or the implied intent that Delta would actually replace retired pilots with new hires.
I readily admit. I thought based on what I was told DALPA that we would need to hire pilots to staff the 717 and that with the early retirement program we would see some progression and hiring. My bad.
I will also admit that stagnating as a 777 capt would probably not bother most of us to much. Or actually any capt position for that matter.
Yes the JR guys are ****ed because they have been junior for 13-15 years and are still another decade away from cracking 6000 on the seniority list. No ones fault just reality that makes for interesting conversation and good sports *****ing.
This is what my Capt told me yesterday. "You may not realize it but being a Capt for an additional 5 years has really helped me financially, I know that it has not been good for you but the airlines is all about timing". Very accurate statement.
ALFA,
I voted yes on the last contract but it is not all peaches and cream here at DAL. Yes we had a 41% advantage in pay rates, and yet CAL 2005 hires are making more than late 90 hires at DAL because 2005 hires at CAL can hold 757 CAPT. Ditto for Hawaiian with many post 2000 hires holding CAPT. Post 2000 SWA Pilots are making more than DAL Pilots hired 10 years earlier.
Pay rates are only half of the equation - progression is the other half. We may be doing good (relative to BK rates) in pay, but we are a big fat "Fail" when it comes to progression. Hopefully it will get better soon but for many guys it may already be too late.
I believe DAL is in a very good position in the long term but the bottom half of the list have been stagnating for well over 10 years.
Scoop
Scoop, I agree with most everything you posted but I have a few questions: Do you think DALPA caused the stagnation ? Do you think the fact that we had 2000 or so pilots leave because of loss of pension/ bankruptcy and their replacements then hit age 65 stagnation and a flat economy contributed to this stagnation ? How about the merger and the synergies with subsequent loss of flying ? I would add that I think the whole seniority list has stagnated the last five years but as always the junior dudes get hit the hardest.
Of course scoop does not believe DALPA caused the stagnation. That is a product of many events. But the rosy picture that DALPA painted concerning this contract does not appear to be coming to fruition as of today at least, in regards to manning the 717, the amount of retirements or the implied intent that Delta would actually replace retired pilots with new hires.
I readily admit. I thought based on what I was told DALPA that we would need to hire pilots to staff the 717 and that with the early retirement program we would see some progression and hiring. My bad.
I will also admit that stagnating as a 777 capt would probably not bother most of us to much. Or actually any capt position for that matter.
Yes the JR guys are ****ed because they have been junior for 13-15 years and are still another decade away from cracking 6000 on the seniority list. No ones fault just reality that makes for interesting conversation and good sports *****ing.
This is what my Capt told me yesterday. "You may not realize it but being a Capt for an additional 5 years has really helped me financially, I know that it has not been good for you but the airlines is all about timing". Very accurate statement.
Straight QOL, homie
Joined APC: Feb 2012
Position: Record-Shattering Profit Facilitator
Posts: 4,202
DALPA's willingness to cede massive efficiencies outside of bankruptcy are completely self-induced, and compound the other difficulties you mentioned.
"Our" "union" should be working its tail off to prevent/reduce stagnation; it should not be one of the factors making stagnation worse.
"Our" "union" should be working its tail off to prevent/reduce stagnation; it should not be one of the factors making stagnation worse.
Thread
Thread Starter
Forum
Replies
Last Post